– Steve Hitchen
With Group G approval on our doorstep, we will soon know the answer to a long-asked question: will this cause an exodus of aircraft from the civil register to RAAus? That, I believe, will depend on each owner's personal situation. Some will find no benefit in doing so, sitting happy with CASA administration. Others who have struggled to keep their Class 2 medical will probably see RAAus as their only pathway back into the air. But where Group G has the potential to shine is with new home-built aircraft. Builders can start using more robust materials and build extra layers of safety into their designs, knowing the aircraft can be registered without sacrificing kilograms of useful load. Manufacturers are still hamstrung and can't take full advantage of Group G because there is no existing standard to build to 760-kg without going to full FAR 23 certification, which requires an investment of eye-crossing amounts of dollars. The light at the end of the tunnel is shining on the MOSAIC regulations set to be implemented in the US next year. This re-defines Light Sport Aircraft in terms of parameters and removes any arbitrary MTOW. If CASA comes to the party and permits RAAus to administer MOSAIC aircraft to the full extent of the definition, Australian LSA manufacturers will be set loose to build new aircraft that slot straight into Group G. It's an exciting new world we are seeing through our telescope, and it all starts with Group G approval.
Moorabbin Flying Services and Flight Standards have merged their training operations in an attempt to solve an industry problem that is generally not spoken about too loudly: academy-style training to airline requirements doesn't turn-out pilot suitable for employment in GA. CPLs emerge from the academies fit for the dual-pilot environment of an airline cockpit where all flying is IFR and unsealed runways are no-go zones. GA pilots can be tasked to go anywhere with the needs of the customer flexible in the extreme. It's on-the-run aviation with little or no warning of the launch time or the mission; single-pilot with a flight plan that includes multiple legs to runways that are gravel-based and perforated with potholes. The mentality needed to deal with all of that and still comply with CASA regulations and the customer demands is very different from that needed to right-seat a SAAB 340 or B737. The paradox is that many graduates from academies will not be offered positions with the airlines, which catapults them into an environment that they haven't been trained for. There are plenty of jobs for well-trained charter pilots up in the Northern Territory. Literally, there are aeroplanes that remain tied down for extended periods not for want of work, but for a lack of CPLs to fly them. The MFS/Flight Standards tie-up is one solution; designed as a pipeline from the cities to the country for CPLs that are properly trained and prepared for the GA charter industry. Flight Standards has run a GA Ready course in Darwin for several years, which was designed to fill the gap between an academy-trained CPL and the needs of charter companies. If successful, this program will make CPLs GA ready before they leave the metropolitan environment.
Australian Flying was recognised twice in the Australasian Aviation Press Club awards announced this week: once for Rolls Royce Technical Story and once as runner-up Singapore Airlines Best Photographer. We're pretty proud of that given the quality of work and people that were nominated this year. The AAPC awards recognise quality journalism across the aviation industry; something that is very much needed in the era where anyone with an iPhone considers themselves media. Aviation journalists protect the industry from misinformation and material that is generated more for the benefit of the generator than the audience. It has been one of the pillars that Australian Flying has built a 60-year reputation on, and will continue to do so for many years. Congratulations to all the winners, and thanks to the AAPC for keeping these awards alive.
This is the last e-Newsletter and LMH for 2023. It's been an interesting journey this year with the output somewhat disrupted by my absence in three blocks. I want to thank all those that contacted me to say they missed LMH every Friday and were eagerly awaiting its return to the e-Newsletter. We are now shutting down for the customary summer break and will return mid-January. All of you out there stay safe over the Christmas-New Year period and we'll see you again in a few weeks time.
May your gauges always be in the green,
Hitch